JP5756260B2 - Vehicle rim with central valve - Google Patents

Abstract

The invention relates to a vehicle wheel, preferably a light alloy wheel, in which the compressed-air non-return valve is positioned axially in a valve unit (3a) in the center of the wheel hub (1), the pressure medium, air or other gases, being supplied either manually from the exterior via the valve (2a) or automatically from the vehicle side via the valve (2b) of the axial bore (9a). The pressure medium reaches the wheel base (35) and the tires via radial channels (9b) or pipes (9g) inside the wheel or the spokes. The axial and central valve (2a) allows the position of the valve to remain accessible irrespective of the position of the wheel, both for the manual filling of the tire from the exterior and for connection to the fully automatic tire pressure control system of the vehicle on the vehicle side. During operation, no shear forces or torques, which put a strain on wrist and elbow joints, are produced.

Description

  The present invention relates to a vehicle rim, preferably a light metal rim, which includes a commercially available pressurized medium supply and check valve that can be closed by spring force, preferably in the axial direction of the axis of rotation of the rim. The pressurized medium is air or other gas and relates to a vehicle rim that is supplied from the vehicle axle and drive shaft to the valve, either manually from the outside or automatically by the vehicle itself.

  As a rule, the valves of the vehicle rim are arranged around the rim circumference. When controlling and filling or releasing a tire, the valve can be accessed from above, but the opening is facing downwards, upside down, sideways, or sometimes near the bottom. It is often the case in the prior art that it is difficult to reach by the side, behind the gap in the hub cap, or between the spokes. As a result, when a compressed air gun is applied, a lateral force and bending moment are generated at the neck portion of the valve fixing part at the edge of the rim, and the reaction force and moment cause a load on the finger joint and the arm joint. Let In addition, rotation of the rim will result in significant imbalances. Furthermore, since the hand of the rim valve can be easily reached, it may be operated by an unauthorized person. Dirt from sludge and friction accumulates around the valve, and it is not easy to remove it.

  Patent Document 1 discloses a steel rim (24). The steel rim valve unit (56, 60) is screwed to the center of the rim on the opposite side of the wheel axle to the sleeve (38, 40) and is secured by a nut (58). The sleeves (38, 40) are screwed onto the steel trap (30) and thin film metal cladding (62) and are locked to the bracket (36) by being locked by a lock nut (46). The sleeve (38, 40) has a nipple (48). The nipple is connected to the inside of the tire via a hose-like conduit (50) and is covered with a cover sheet (62).

  The disadvantage of this principle is that a relatively large number of parts that are never simple from a manufacturing point of view are necessary to solve the problem, and the imbalance caused by the mass of the hose during rotation It is in. Furthermore, the hose covered by the hub cap is accessible as soon as the hub cap is removed, and can be easily damaged by accident or deliberately. The resulting imbalance is further exacerbated by additional parts and by the radial hose. The reason is that a valve according to the prior art exists on the circumference of the rim.

US Patent 2,900,007

  Unlike the above, the object of the present invention is to provide a valve substantially centrally and axially with respect to the vicinity of the hub of the rim, with substantially no imbalance and independent of the position or direction of the wheel. Providing the vehicle itself with the ability to control the tire pressure more easily, safely and manually and automatically without causing a bending moment, and to control the tire pressure; and To adapt them to the existing road and climate conditions and weather conditions by means of mounted components such as compressors, computers and solenoid valves.

  This object is achieved according to the invention by the features of claim 1.

  The dependent claims show further advantageous variants of the invention.

  The valve is axially housed in the center of the rim hub so that the valve can be reached manually and automatically from the outside, regardless of the position of the wheel, and by automatic intervention by the vehicle from the vehicle side. It has become. When operating and actuating the valve, neither lateral force nor bending moment is generated at the valve neck, the operator's hand or arm joint.

  In the simplest embodiment, the central hub of the rim of the present invention has a valve unit. In this valve unit, a commercially available valve, preferably closeable by a spring force, faces directly outwards with the compressed air connection or towards the wheel axle in the axial direction. Located and directs the pressurized medium to the tire through the radial passage or through the passages of the plurality of rims. The central valve unit is preferably pre-manufactured with a star-shaped radial conduit for guiding the pressurized medium from the valve unit to the rim bed, and as a complete unit, during rim casting or injection molding, Inserted into a casting mold and injection molded. The central valve unit is manufactured from ferritic stainless steel or titanium alloy or nickel alloy to prevent debris generation and surface corrosion on the central valve unit with radial conduits that have been deformed during the casting of light metal rims Is preferred. The central valve unit or conduit may consist of a glass fiber reinforced heat resistant plastic or ceramic material or a flexible chain link.

According to a further advantageous embodiment of the invention, a valve unit is provided which can be inserted axially or screwed into the central rim hub without or with a cover. This valve unit accommodates a commercially available valve in the accommodation hole. This receiving hole is in principle centrally located and may be operable from the outside to accommodate the rim and is locked with the manufacturer's emblem and / or tire pressure indicator and cover can do. For the purpose of manually filling the tire, the cover can be opened by traction, pressure, bending or deflection, or by a key. By using a separate valve unit in this way, the design is substantially more flexible with regard to the number, configuration and position of the rim spokes and with respect to the outlet of the pressurized medium supply passage into the rim hub and central valve unit. A degree of freedom is obtained.

  A further variant of the valve unit located in the rim hub allows the installation of a tire pressure measurement system in the rim hub that surrounds the central valve in the vicinity or coaxially. Preferably, the tire pressure measurement and display system and the valve are first integrated together in the valve unit and later inserted into the rim hub as a complete unit. At that time, the cover of the valve unit preferably functions as an indication of tire pressure. Preferably, the cover can be easily opened and can be viewed as an articulated display and can be locked by an annular elastic member inside or by an annular groove around the bulb.

  Since the pressure measurement system is in the vicinity of the valve and is provided with an air passage connected to the inside of the tire, the tire pressure can be measured using known measurement systems such as piezoelectric effects, expansion measurement strips, simple springs or rubber. The vehicle's mounting, which can be displayed purely mechanically, electromagnetically, purely electronically or by ultrasound or electromagnetic waves, without the need for external energy, due to members or similar components and physical effects Controlled by a computer. The direct display of the rim is preferably housed in a cover with double walls or behind the cover of the valve unit. The cover can be injection molded with the valve unit in the form of a thin film joint when the valve unit is manufactured, or it can be manufactured separately and attached to the valve unit as a known configuration, such as a cylinder or ball and countersunk joint. Fixed. The cover of the rim hub is preferably made from a transparent material such as glass, polyacrylic material, macrolon and serves as a viewing window for analog or digital displays or displays relating to the pressure present inside the tire. The configuration of the display inside the cover with double walls can be radial, columnar, or circular and coaxial surfaces. These change their color depending on the pressure. It is also possible to display text related to safety, such as tie and filling date, by displaying text on a display showing the tire condition and tire pressure.

  Pressurized medium is exchangeable from the outside or from the vehicle side, through a valve mounted axially in the central valve unit and from there directly or in a sealed state in a sealed manner It is routed through the unit to the rim hub and through the rim and rim spoke radial passages or hose tubes or conduits to the rim bed and to the tire.

  The rim designed in this way is for simple manual operation of compressed air control, for a fully automatic tire pressure control system by the vehicle itself, and for fully automatic tire filling by the first installer. You may use for. The rim does not change for any application. However, the central valve unit is inserted into the rim hub from one side or the other, or is initially adapted for any application. The visible exterior of the rim hub is preferably closed by a lockable cover. This cover can also cover the wheel bolts or nuts. In this way, there is no need for a cap that must be screwed on for this valve. This means that a nipple around the valve may be used for the connection of compressed air and at the same time to fix the cover in place. When using a replaceable central valve unit that is inserted into the rim hub after the rim hub has been manufactured, the valve needle is pointing outwards for manual operation. On the other hand, in the case of automatic operation by the vehicle itself, the valve needle faces the vehicle axle or the drive shaft.

  In the case of manual operation, the needle head of the central valve is facing away from the vehicle. In this valve configuration, the free space around the valve is advantageously designed for attaching a key to the rim hub for fixing or releasing and replacing the valve unit, and is annularly hollow, in the circumferential direction Hexagon, polygon, cycloid shape or inside can be a star, or a polygon, or an Allan type keyed screw.

  According to a further variant of the invention, in the case of manual or semi-automatic operation with a compressed air hose or compressed air gun, a connecting member, nipple or socket for mating with a mechanical or electromechanical coupling for compressed air supply An annular circumferential groove functioning as a cylindrical circumference of the valve nipple and / or an annular cavity region around the valve nipple with or without keying, and a second connecting member of the compressed air supply means, a socket or A nipple is provided in the compressed air hose or compressed air gun. These circumferential grooves are also preferably used to restrain the valve cover.

In the case of a fully automatic compressed air control system by the vehicle itself, on the end face side of the valve nipple facing the wheel axle or drive shaft, coaxially around the valve, axial groove, or on the cylindrical circumference of the valve nipple, A circumferential groove is provided. This is a circumferential groove, dynamic axial or radial sealing portion corresponding to the wheel axle, or static axial or radial sealing portion corresponding to the drive shaft is accommodated. In this configuration, the wheel axle or the drive shaft is the second connecting member of the compressed air supply unit. For this purpose, as an alternative to the valve unit, a groove and a sealing means for the connecting unit may be provided.

  Filling and controlling the tire pressure manually and automatically, and by the vehicle itself, with the valve thus configured, having a connecting element centrally and axially arranged in and integral with the rim hub Will be able to.

  Compressed air guns or compressed air hoses are manually mounted by such connecting members, sockets or nipples, on rim hubs, nipples, valve connecting elements in sockets, or inserted and released into them. It has become so. A connecting member integrated into the rim valve unit and the compressed air gun head maintains the connection of the compressed air to the rim until the tire pressure reaches the compressed air gun or rim valve. As soon as the predetermined tire pressure is reached, the connection is automatically released, thereby releasing the compressed air connection to the rim valve. No additional energy source is needed. This is because the compressed air itself retains energy and therefore functions.

  During tire filling, a ring or pin that is coaxially arranged around the valve in the central valve unit and that is axially movable by an elastic member or spring force moves axially relative to the valve unit. The position of the ring or pin is a reference for tire pressure. During tire filling, the ring or pin protrudes as the pressure increases and pushes the connecting socket surrounding the valve during tire filling. The release force of this ring or pin is predetermined by its protruding area depending on the tire pressure, i.e. during assembly and installation by the manufacturer on the tire rim, e.g. on the rear side of the valve unit. Set or a suitable valve unit is installed in the rim hub from the start.

In a vehicle having an automatic tire pressure control system, a centrally arranged valve and connecting member, i.e. a sealing groove, faces the vehicle. A commercially available compressed air valve is likewise provided at the end of the fixed wheel axle of the non-drive wheel and the end of the rotating drive shaft of the drive wheel with or without steering device. The valve is provided with a readjustment spring and is coaxially surrounded by a connecting member. This connecting member is a sealing surface or a sealing groove that fits into the connecting member of the rim hub. On the vehicle side, the pressure medium is supplied to the wheel axle and the drive shaft valve through a central hole in a neutral region on the axis of rotation of the axle and the shaft.

  When the wheel is not fitted, all valves, i.e. the rim valve and the wheel axle and driveshaft valve are closed. When the rim of the present invention is mounted, the rim valve needle presses the wheel axle and the drive shaft valve needle. The valve springs cancel each other's blocking action and both valves are opened. As a result, the tire is coupled to the vehicle's automatic tire pressure control system, even when traveling. Coaxial coupling static or dynamic rotary seals around the two valves on the wheel hub and drive shaft, which have the smallest diameter, prevent air from escaping from the system.

  In the case of a non-driven wheel system, the seal between the fixed wheel axle and the rotating wheel hub is provided by a secret bearing. In this case, a seal between the rim and the wheel hub is further sealed by a static seal such as an O-ring on the wheel hub or alternatively in the rim hub.

  In a further advantageous embodiment of the sealing of the non-driven wheel, two opposing shafts on the end face side coaxially with the two valves of the rim and wheel axle in a U-shaped or four-ring configuration like a tire A dynamic axial sealing ring mounted in the directional groove allows the pressurized medium to escape from the wheel axle valve and into the valve unit valve in the center of the rim hub without escaping through the rim hub or wheel hub. To pass. The end of the wheel axle may likewise project tubularly into the central valve unit in the rim or rim hub and, unlike the above, is sealed by a radial sealing ring or shaft sealing ring. May be. The smaller the seal diameter is designed, the smaller the circumferential speed of the sealing lip that provides the sealing action and the remaining wear action and friction moment. This system provides a dynamic connection between the central valve unit in the rim hub, the wheel axle and the drive shaft on the vehicle side. The dynamic seal is preferably accommodated in the groove with play, i.e. floating, so that the wear action is distributed between the sealing lips on both sides. The life of the sealing part is thereby doubled. The sealing part may be mounted in the groove only on one side and act by a single sealing lip in the axial direction against the end face side of the valve unit or wheel axle.

  For drive wheel systems with or without steering, self-locking and self-sealing wheel nuts prevent pressurized liquid from escaping from the drive shaft and wheel hub. The seal between the rim and the wheel hub seal is in this case provided by a static seal, for example an O-ring on the step of the rim hub or alternatively on the wheel hub.

  In a more advantageous solution to this sealing problem, the drive shaft step protrudes into the emotional bore of the rim or the central valve unit of the rim, where, with the aid of a static seal, the radial direction In addition, the rim valve is sealed coaxially. The dynamic seal between the drive shaft and the vehicle is in this case provided at the end of the drive shaft on the vehicle side, i.e. on the side of the homokinetic joint enclosed by the pleated bellows. Between the central valve unit in the rim hub and the drive shaft, a static sealing portion may be similarly provided in the axial direction on the end face side.

1 is a cross-sectional view of a rim hub according to the present invention having a central valve unit inserted from the outside for manually filling a tire, in which the rim valve is placed in the axial direction at the center of the tire. The connecting member is coaxially positioned around the valve. FIG. 2 is a cross-sectional view of a rim hub according to the present invention with a valve unit facing the vehicle and centrally located for automatically filling a tire through a fixed shaft of a non-driven wheel, and a dynamic axial seal The parts are arranged coaxially around the two valves as a coupler between two parts that rotate relative to each other. FIG. 2 is a cross-sectional view of the rim hub according to the present invention, wherein the rim hub is centrally disposed and is a vehicle for automatically filling a tire through a drive shaft of a non-drive wheel or a steering wheel. A connector unit having a valve unit on the opposite side and including a fixed seal is coaxially arranged around the valve. It is sectional drawing which cut and showed the center valve unit, and has a pressure sensor and a manometer in the cover of a valve unit. It is a front view of the cover of a valve unit comprised as a display which shows tire pressure in the shape of a circle. It is sectional drawing which cut and showed the valve unit which has a compressed air nipple and / or a compressed air socket, and an automatic release mechanism. It is sectional drawing seen from the direction perpendicular | vertical with respect to the rotating shaft of the pipe structure which consists of five components. In this figure, in order to provide five through holes in the spokes of the rim, the tube structure is inserted into a casting mold of a light metal rim with the valve unit which can be inserted and replaced in advance. The appearance of molding is shown. The outer ring holds the tube in place and is cast and embedded together in the rim hub, and a perforated circumferential core after the casting process ends shears the tube end protruding beyond the outer ring. FIG. 6 is a cross-sectional view of the central valve unit, which is permanently cast on the rim hub, cut off the axis of rotation, and the valve unit is fully or manually from the outside, or completely through the wheel axle or drive shaft from the vehicle side. It has an air passage that is tightly connected to the valve unit for automatic operation from one or both sides. It is a figure which shows a central valve unit which was a central valve unit, and was formed in the form of the thin film joint integrally from plastic with its cover. On the back side of the cover, there is a ring with a slit on the opposite side of the valve, and this ring is spring-fitted into the circumferential groove of the nipple around the valve when the cover is closed. -Keep it closed.

  The same numbers are assigned to the same members. Different symbols indicate different areas of the same member or different embodiments or configurations.

In FIG. 1, the valve (2a) is on the rotating shaft (A1) in the hub of the rim (1), and the center valve unit (3a) It is installed in the center in a replaceable manner. The valve unit (3a) has a groove (4) for supplying compressed air to the rim (1) and discharging it from the rim on its circumference, and two grooves on both sides of the groove (4). Further sealing grooves (5a, 5b) are carried. A stationary sealing portion, for example, an O-ring is accommodated in each of the sealing grooves. The commercially available rim valve (2a) is preferably connected to the circumferential groove (4) by the longitudinal and lateral holes (9a, 9b, 9c, 9d) of the valve unit (3a). This circumferential groove may alternatively be provided in the rim hub. The valve unit (3a) has a key socket (6a) which can be in the form of a hexagon socket, a socket with a polygon nut, an Allan key socket, etc. at its center around the valve (2a) and has its own circumference. In, it has a groove | channel (7a). This groove functions as a connecting socket for connecting the compressed air connecting portion by, for example, a ball or a spring as often seen. According to one alternative, the outside of the valve (2a) may be designed as a connection nipple (7b) for the compressed air connection. Since such a connecting part for connecting compressed air belongs to the prior art, no further explanation is necessary.

  The valve unit (3a) is inserted into the rim hub (1) from the outside or the vehicle side, and is a fixing member, for example, a self-locking fine screw (8) and a cone or stepped portion that functions as an abutment portion. It is fixed by the part etc.

  In the rim (1), a radial hole (9f) is accommodated in at least one spoke of the rim. This radial hole is first inserted into the portable mold of the tube during casting or injection molding of the light metal rim. To fix it, this tube, which has a melting point higher than the melting point of the light metal rim alloy, does not cause an imbalance during the rotation of the rim, and the inner and outer diameters of the tube have a volume to weight ratio. The dimensions are the same as the light metal alloy of the rim. The medium, air or other gas filling the tire passes through the hole (9a, 9b, 9c, 9d) and the circumferential groove (4) of the valve unit (3a) through the valve (2a) and passes through the rim. Into one or more holes (9f) or into the rim spoke and from there into a tire (not shown). In any case, pipe tubes (9f) are accommodated in several spokes, depending on the number of rim spokes, in order to prevent imbalance and to reduce the dependence on tire emphasis time and rim spoke count. Has been. These spokes are supplied with compressed air by the same circumferential groove (4) around the circumference of the rim or at the periphery of the valve unit, preferably in a conical region of them. Similarly, a plurality of radial passages (9b, 9c, 9d) exist inside the valve unit. These guide the compression medium from the valve (2a) to the circumferential groove (4). Air supply and discharge may alternatively be performed outside the rim spokes by a hose or rigid tube, as well as in the steel rim. Both the rim valve (2a) and the valve unit (3a) can be replaced separately.

  The cover (10a) covers the valve unit (3a) and preferably has a manufacturer's logo. The cover can be inserted into the rim hub (1) as a separate member. However, the cover may be injection-molded integrally with the plastic valve unit (3a) by means of a thin-film connecting part, and may be releasable by pulling, pressing, rotating or keying.

  The contact portion (11) seals the hole opening of the compressed air passage (9a, 9b, 9c) that exists for manufacturing reasons.

  Of course, the rim valve can be fixed directly axially in the hole of the rim hub. However, in this way, many advantages of the valve unit (3a) cannot be obtained.

  According to FIG. 2, the rim (1) according to the invention is screwed to the wheel hub (15a) of the non-driven wheel suspension or wheel axle (16). The wheel hub (15a) is installed on the wheel axle (16) by a roller bearing (13a), and is fixed by an automatic lock nut (17a). A valve unit (3b) having a rim valve (2b) facing the direction of the vehicle is arranged at the outermost part of the rim hub (1).

The valve unit (3b) and its circumferential groove (4) and sealing part (5a, 5b) are sealed by a key socket (6b) and self-locking fine screw (8), preferably in the rim hub. It is fixed to the rim hub by a conical hole. As shown in FIG. 1, the valve unit (3b) may be attached to the rim hub from the outside. However, FIG.
As shown, the valve unit is preferably mounted on the rim hub from the vehicle side. In the latter way, in the valve unit (3b), force balance is provided by the pressure medium on the valve side on the one hand and the pressure medium in the conical circumferential groove (4) on the other hand. Here, the force balance can be set optimally by correspondingly measuring the projection plane.

  The axle (A2) of the wheel axle or vehicle suspension (16) has a hole and passes through the neutral region of this hole. Pressurized medium, air or other gas reaches the shaft valve (2c) from the vehicle through the elastic hose and the central hole (9e) of the wheel axle (16) by the connection (23a). This shaft valve is interchangeably fixed to the end of the wheel axle (16). From there, the pressurized medium passes through the rim valve (2b), the holes (9a, 9b) and the circumferential groove (4) of the central valve unit (3b) to the rim hole (9f), from which the tire (not shown) Enter).

  When the wheel is not mounted, the rim valve (2b) of the valve unit (3b) seals the pressurized medium in the tire rim system. On the vehicle side, the axle valve (2c) seals the pressurized medium of the vehicle system so that no pressurized medium escapes from either system. After mounting the rim hub (1) having the central valve unit (3b) to the wheel hub (15a), the needle head of the rim valve (2b) presses against the needle head of the axle valve (2c), resulting in two The valve is opened. This connects tire air to the vehicle's automatic tire pressure control system.

  The wheel axle (16) and the rim hub (15b) can be provided by a hermetically sealed roller bearing (13a) or by a self-locking and self-sealing wheel nut (17a) with a dynamic radial sealing ring (18) at the periphery. ) Will not escape. The air gap in the wheel hub (15a) and the rim hub (1) is sealed by a static seal, for example, the rim hub (1) or the O-ring (14) of the wheel hub (15a).

  According to a more advantageous solution to this sealing problem, the wheel axle (16) and the central valve unit (3b) are respectively coaxial with the rotating shaft (A2) functioning as a connecting member on the mutually facing end face sides. Axle grooves are arranged. A U-shaped dynamic sealing portion (12a) is preferably arranged in a floating state in the axle groove. The opening of the sealing portion faces the pressurized medium, that is, the rotation axis (A2). By sealing the two rotating members (3b, 16) relative to each other in this way, other sealing of the rim hub (1) to the wheel hub (15a) and the wheel hub (15a) to the wheel axle (16). No means and no longer needed. Furthermore, this worn dynamic seal (12a) can be replaced or repaired when changing the wheel, i.e. at least twice a year.

When the wheel having the rim (1) according to the present invention configured as described above is detached from the vehicle, the two check valves (2b, 2c) are connected to the rim hub valve unit (3b) and Immediately closes at the wheel axle (16), the two systems remain sealed. Preferably, the needle heads of the two cooperating valves (2b, 2c) are configured to provide lateral support to each other. This configuration can be achieved , for example, by the cooperating valve needle heads having a ball and socket configuration, one convex and the other concave, or to reduce friction and extremely low wear. The needle head is obtained by constructing two sharp inner and outer cones of reinforcing material.

According to FIG. 3, the rim (1) according to the present invention is mounted on a wheel hub (15b) of a drive shaft (21) to be driven or a drive shaft (24) to be steered and driven. The central valve unit (3c) having the rim valve (2b) facing the vehicle is housed in the closest part of the rim hub (1).

  The valve unit (3b) having the circumferential groove (4) and the sealing part (5a, 5b) is preferably formed by a key socket (6b) and a self-locking fine screw (8), preferably by a hole or a stepped part. The rim hub (1) is fixed in a sealed state.

  The rotation shaft (A3) of the drive shaft (21, 24) has an axial hole (9e) and passes through the neutral region of this hole. On the vehicle side, the pressurized medium passes through the elastic hose by the connecting part (23b) of the fixed or jointed wheel suspension and the bearing casing (22). A brake caliper (not shown) is mounted on the wheel suspension and the bearing casing (22). The pressurized medium passes through the hole (9h) of the wheel suspension (22) and reaches the dynamic axial seal (20). From there, the pressurized medium passes through the axial grooves on the end face side and the holes (9g, 9e) of the drive shafts (21, 24) to the commercially available axle valve (2c). The axle valve is replaceably attached to the drive shaft (21, 24). From there, the pressurized medium passes through the holes (9a, 9b) and the circumferential groove (4) of the valve unit (3b) by the rim valve (2b) and enters the rim hole (9f), from which it is not shown. Enter the tire. The contact part (11) closes the open hole (9g). This hole is present for manufacturing reasons.

  The rim (1) is screwed to the wheel hub (15b). The drive shafts (21, 24) are seated in the wheel hub (15b). A brake disc is also mounted on the wheel hub. The drive shafts (21, 24) transmit torque to the wheel hub (15b) by the engagement of the meshing portions. The wheel hub is rotatably mounted in the wheel suspension (22) by the roller bearing (13b). By means of the sealing washer (19) behind the wheel nut (17b) with integrated static seal or the sealing nut (17b) itself, the pressurized medium is transferred between the drive shaft (21, 24) and the wheel hub (15b). ) To escape through the splined shaft connection. The air gap between the wheel hub (15b) and the rim (1) is sealed by a static seal in the rim hub (1) or the wheel hub (15b), such as an O-ring (14). .

In a more advantageous solution to this sealing problem, the stepped portion of the drive shaft (21, 24) projects annularly and coaxially into the annular bore of the valve unit (3b) of the rim (1). Yes. There, the static sealing part (12b) which functions as a static coupling part provides a radial or axial sealing part. Naturally, the static sealing means (12b) can be mounted in the circumferential groove of the valve seat (2b) of the valve unit (3c), and a hole that meshes with it is provided in the drive shaft (21, 24). be able to.

The dynamic seal (20) in the drive shaft (21, 24) and the wheel suspension (22) is in this case the wheel suspension (22) on the side of the homokinetic joint (24) enclosed by the pleated bellows. ) And the drive shaft (21, 24). The sealing portion can be removed by releasing the screwing of the wheel nut (17b) without hindering wheel mounting.

Due to the interchangeability of the wheel between the drive and non-drive wheel hubs, for the above two coupling variants, the same design between the rotating valve unit (3b, 3c) and the fixed wheel axle (16). Preferably there is. That is, they are preferably provided between the rotating valve units (3b, 3c) and the rotating drive units (21, 24), dynamically on the one hand and statically on the other hand. That is, it is preferable that both are provided in the axial direction as shown in FIG. 2, or both are provided in the radial direction as shown in FIG.

  According to FIG. 4, the central valve unit (3d) is provided in a through hole (9a, 9b, 9c, 9d) having a pressure sensor (25). This pressure sensor (25) transmits the tire pressure to the manometer (27) passively, i.e. mechanically without external energy, or electromechanically or electrically. This manometer is provided behind the transparent cover (10b). The sensor (25b) may dynamically transmit the tire pressure to a computer mounted on the vehicle by weak electromagnetic waves, by infrared rays, by Bluetooth, by wireless communication means such as ultrasonic waves, or the computer. It may be called and read. Behind the manometer (27), the necessary electronic equipment and energy supply sources such as battery cells are housed in the space (16). Alternatively, they may be housed in the central valve unit (3d). Moreover, you may provide the chamber which has a colored liquid in the visual recognition window of the cover (10b) as a display. The color of this window changes with tire pressure, thereby providing a colored display of existing tire pressure. This can be easily observed from the outside without having to look into it.

  The cover (10b) is fixed to the valve unit (3d) by a thin film joint (36). Since the cover closing mechanism (40) is also part of the valve unit, they can be combined to form a unit and injection molded together in a mold.

  According to FIG. 5, the cover (10c) of the central valve unit (3a, 3b, 3c, 3d) is in the form of a display. On this display, the pressure states are displayed as colored circles or colored circles with various thicknesses and gray shadows.

  According to FIG. 6, a pin or ring (28) provided parallel to the axis of rotation (A1) is accommodated coaxially around the valve (2a) in an annular cavity (6a), It is pushed outward by the tire pressure in the passage (9b) and on the other hand is pushed back by the force of the spring (29). As the tire pressure increases, the ring (28) moves further outward due to the spring force so that the indicia of the ring on each pin acts as a mechanical manometer. When the compressed air connection socket is mounted from end to end of the connection nipple around the valve (2a), the connection socket is snapped into the groove (7a) or (7b), and the tire pressure is at a predetermined level. The tire is filled until the pin or ring (28) is automatically disconnected from the valve nipple until the pin or ring (28) is reached.

  According to FIG. 7, at least one pipe tube (9g) is inserted into the radial hole of the ring (33). This ring is inserted into a light metal rim casting mold together with a pipe duct (9 g). The ring (33), on the one hand, has one or more pipe tubes (9g), i.e. in this example five tubes, placed in the casting mold and on the other hand a pre-set for housing the central valve unit and centering the wheel hub. Form the hub of the manufactured rim. The diameter of the ring (33) can be increased to such an extent that a rim installation hole or installation bolt can be accommodated. In so doing, the outer peripheral edge of the ring can be a profile (34) for transmitting force and torque. The connection between the pipe tube (9g) and the ring (33) may likewise be utilized for the purpose of force transmission. The pipe tube (9g) may optionally be made of a plastic with provisional thermal resistance or may be assembled from a plastic metal or ceramic or similar flexible chain link.

By means of a more advantageous manufacturing method for a rim hub having a radial air passage (9g), a cylindrical, repeatable central member (32) made of a hard metal, for example hardened tool steel, in the ring (33) Is provided. A plurality of radial holes exist as pipe pipes (9 g) on the circumference of the central member. This central member (32) is first inserted into the ring (33), so that the radial holes of the two members are aligned with each other. The pipe tube (9g) is then inserted into the radial hole. At this time, the central member (32) functions as a radial contact for the pipe tube (9g) due to the defined depth of its hole. The pipe pipe (9g) is held so as not to slide down and to be rotated by an axial force acting on the central member (32), for example, by a spring or a fastening means. As shown in FIG. 7, this unit is placed in a casting mold that constitutes the visible side of the rim, preferably a lower receiving mold that is one side of the mold. During the casting process, the central member (32) prevents the molten member from entering the pipe tube (9g). After removing the cast rim from the mold, the central member (32) is drilled. This shears all protruding ends of the pipe tube (9g) and removes it from the rim hub. The ring (33) forms the final rim hub with a radial air passage (9g) extending to the rim bed (35). As a result, the rim hub does not require a subsequent opportunity or machining process. When using such prefabricated rim hubs that contain the rim holes as a part, all the holes can be covered with a single cover completely automatically during the rim painting process. Two-part rims cast together in this way offer any design freedom in terms of color and design combinations, and enrich the technology of rim manufacturing. Thus, rim hubs with spoke centers can be placed in a casting mold with or without a visible surface and they can be embedded with light metal or plastic by injection molding.

  According to FIG. 8, at least one three-dimensionally shaped pipe channel (9g) connects the rim bed (35) to the central valve unit (3f) in the radial direction. The tube (9g) is pre-configured according to the spoke configuration, and is inserted into the central valve unit (3f), preferably in the tree-direction hole (9b) of the valve unit, and mounted radially. The central shaft (A1) of the central valve unit (3f) is provided with a hole, preferably a through hole (9a). This hole is connected to the radial hole (9b) and the pipe pipe passage (9g). On the outside of the rim, a commercially available compressed air check valve (2a) is screwed in the axial hole (9a) of the valve unit (3f) so that it can be closed by a spring force. . A nipple (7b) is provided around the valve (2a). The nipple is configured as a half of the compressed air connection. A key socket (6a) is provided surrounding the nipple. Alternatively, as an additional alternative to the nipple, a connection socket for the compressed air connection (7a) is provided.

  In the case of a manually operated vehicle, the axial hole (9a) is made as a blind hole from the beginning or as a hole that passes straight through the valve connection on both sides. In the latter case, the valve connecting portion on the vehicle side is screwed and closed by the blind contact portion.

  In the case of a vehicle having an automatic tire pressure control system, a commercially available compressed air check valve (2b) is disposed at the end of the axial hole (9a) of the valve unit (3f) on the vehicle side. In this case, the axial hole (9a) may be made as a blind hole in the outer direction. Or the existing connection part may be closed by the blind contact part. Two valves (2a, 2b) may be present simultaneously as shown for manual access to the system in addition to automatic control by the vehicle itself.

An axial groove (30) that surrounds the valve (2b) and in which the sealing part (12a) is arranged is preferably present in the floating state on the end face side of the central valve unit (3f). When the valve needle (2b) is opened by the vehicle axle or the valve needle (2c) of the vehicle shaft, the non-driven wheel axle (16) as shown in FIG.
The valve unit is dynamically sealed against the drive wheel shaft or the drive shaft (21, 24) as shown in FIG.

  The cylindrical outer circumferential surface of the central valve unit (3f) is preferably contoured to be connected to the rim material by fitting. The previously completed valve unit (3f) with the radial pipe pipe passage (9g) is completely constructed so that the valve shaft (A1) overlaps the rotation shaft (A1) of the rim in order to produce a rim. As a simple unit in a casting mold. The step of the valve unit (3a, 3b, 3c, 3d, 3e, 3f) and the insertion ring (33) accommodates the rim in the middle during subsequent machining and balancing.

  According to FIG. 9, the cover (10d) of the valve unit (3a) is injection-molded integrally with the valve unit (3a) by the thin film joint (36). This valve unit can be inserted into the rim hub or can be manufactured separately and can be rotated in the fitting bead or bore of the valve unit (3a), preferably without additional fixing members Is done. The joint (36) is one side of the angled cover or is an arc of the annular cover (10d). Inside the valve cover (10d) is provided a claw-shaped part (38) having a curved part (37) or a coronal part or a cylindrical and preferably a radial slit. This is because when the cover (10d) is closed, it fits into the inner groove (7c) and / or the outer groove (7b) of the valve nipple, or the inner groove of the hole (6a) around the valve nipple (7a). The cover (10d) is locked by fitting or frictional engagement.

  A lock ring (located in the coaxial cavity (6a) and axially movable around the valve (2a) and pressed outward by the force of the spring (41) or by the tire pressure present in the passage (9b) 40) snaps onto the slit ring (38) of the lid after closing the cover (10d) to prevent the cover (10d) from being undesirably opened. At least one hole (39) in the cover (10d) opposite the lock ring (40) is pushed by pushing the lock ring laterally by a slender pin passing through one of the holes (39). I try to open it.

  The features of the invention disclosed in the specification, drawings and claims may be important for practicing the invention both separately and in any additional combination. All the disclosed features are important to the present invention.

Claims (7)

A vehicle rim for a tire filled with compressed air or other gas by means of a spring-biased compressed air supply and a non-return valve, said valve being arranged axially in the hub of the rim and the rim Or in a vehicle rim that directs the pressurized medium to the tire through at least one hole or pipe passage in the rim spoke;
Annular cavity (6a) is around Rimubarubu (2a) facing outward, is provided with coaxially, said annular cavity, the circumferential groove (7a, 7b) together with the coupling of the compressed air connector Used as socket or connecting nipple,
The annular cavity is formed as a first connection part of the compressed air coupler so as to be connected to a second connection part of the compressed air coupler ,
The vehicle rim according to claim 1, wherein the annular cavity (6a) is provided in a valve unit used for mounting the rim valve (2a) . The vehicle rim according to claim 1,
On the rotation axis (A1) of the rim, a second rim valve (2b) facing the vehicle is provided facing the rim valve (2a),
The second rim valve (2b) cooperates with the axle valve (2c) together with a dynamic or static seal (12a, 12b) arranged coaxially as a connecting member;
The axle valve (2c) is provided on the wheel axle (16) or on the drive shaft (21) of the vehicle,
An annular axial groove (30) places the dynamic sealing part (12a) or the static sealing part (12b) around a second rim valve (2b) facing towards the vehicle. Therefore, it is arranged coaxially with respect to the rotation axis (A1) of the rim ,
The vehicle rim according to claim 1, wherein the groove (30) is provided in the valve unit . The vehicle rim according to claim 1 or 2 ,
The vehicle rim is characterized in that the valve unit (3f) is cast or injection molded after being inserted into a rim casting mold in a state of being completed in advance with at least one pipe pipe (9g). The vehicle rim according to claim 1 or 2 ,
The rim hub (33) is inserted into a rim casting mold in a state of being completed together with at least one pipe pipe (9g), and is cast or injection-molded. . The vehicle rim according to claim 1, 2, or 4 ,
The valve unit (3a, 3d, 3e) is inserted or screwed into the hub of the rim ,
Around the valve unit, a circumferential groove (4) is provided between two sealing grooves (5a, 5b),
The vehicle rim, wherein the groove is connected to the rim valve (2a) through holes (9a, 9b, 9c, 9d) of the valve unit. The vehicle rim according to claim 1,
A mechanical member, a ring (40) or a pin (28) is provided inside the annular cavity (6a) located around the rim valve (2a), and the protruding length thereof depends on the tire pressure. And
The mechanical member , ring or pin is used to automatically disconnect the compressed air coupler and / or to lock the cover (10d) of the rim valve (2a). And a vehicle rim. The vehicle rim according to claim 1,
The annular cavity (6a) is provided in a valve unit (3d) used for mounting the rim valve (2a),
The cover (10b, 10c) of the valve unit (3d) is used as a display for digital or analog display (10c, 27) of tire pressure, a vehicle rim.

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